Classifications

• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
  • B64C1/06—Frames; Stringers; Longerons ; Fuselage sections
  • B64C1/068—Fuselage sections
  • B64C1/0685—Tail cones
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
  • B64C1/26—Attaching the wing or tail units or stabilising surfaces
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C5/00—Stabilising surfaces
  • B64C5/06—Fins
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D27/00—Arrangement or mounting of power plants in aircraft; Aircraft characterised by the type or position of power plants
  • B64D27/02—Aircraft characterised by the type or position of power plants
  • B64D27/16—Aircraft characterised by the type or position of power plants of jet type
  • B64D27/20—Aircraft characterised by the type or position of power plants of jet type within, or attached to, fuselages
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64D—EQUIPMENT FOR FITTING IN OR TO AIRCRAFT; FLIGHT SUITS; PARACHUTES; ARRANGEMENT OR MOUNTING OF POWER PLANTS OR PROPULSION TRANSMISSIONS IN AIRCRAFT
  • B64D29/00—Power-plant nacelles, fairings, or cowlings
  • B64D29/04—Power-plant nacelles, fairings, or cowlings associated with fuselages
• • B—PERFORMING OPERATIONS; TRANSPORTING
  • B64—AIRCRAFT; AVIATION; COSMONAUTICS
  • B64C—AEROPLANES; HELICOPTERS
  • B64C1/00—Fuselages; Constructional features common to fuselages, wings, stabilising surfaces or the like
  • B64C2001/0045—Fuselages characterised by special shapes
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/10—Drag reduction
• • Y—GENERAL TAGGING OF NEW TECHNOLOGICAL DEVELOPMENTS; GENERAL TAGGING OF CROSS-SECTIONAL TECHNOLOGIES SPANNING OVER SEVERAL SECTIONS OF THE IPC; TECHNICAL SUBJECTS COVERED BY FORMER USPC CROSS-REFERENCE ART COLLECTIONS [XRACs] AND DIGESTS
  • Y02—TECHNOLOGIES OR APPLICATIONS FOR MITIGATION OR ADAPTATION AGAINST CLIMATE CHANGE
  • Y02T—CLIMATE CHANGE MITIGATION TECHNOLOGIES RELATED TO TRANSPORTATION
  • Y02T50/00—Aeronautics or air transport
  • Y02T50/40—Weight reduction

Definitions

• the present invention belongs to the field of aircraft and more particularly to aircraft comprising a fuselage to which are fixed a set of empennages and a motor in the rear part of the fuselage.
• the models of aircraft mentioned mainly comprise a more or less elongated fuselage to which is attached a wing in a median position along the length of the fuselage and to which is fixed in a rear part a set of empennages, a horizontal empennage and a vertical empennage, comprising various aerodynamic surfaces to ensure the aerodynamic stability of the aircraft and its maneuverability by means of control surfaces associated with empennages.
• the rear part of the fuselage is tapered and its section decreases progressively in height and width from a current fuselage section, corresponding to the rear portion of a substantially cylindrical fuselage portion, to a much smaller end fuselage section.
• This rear part of the fuselage is often referred to as a rear cone because of its overall shape close to a truncated cone.
• the horizontal stabilizer and the vertical stabilizer are formed of specialized aerodynamic surfaces which are fixed on the sides for the horizontal stabilizer and on the top for the vertical stabilization of the rear fuselage cone.
• the axis of the rear cone is oriented upwards relative to the axis of the cylindrical portion of the fuselage to increase the possible angle of rotation on the ground of the aircraft during the take-off and landing phase.
• an aircraft with a conventional fuselage in its payload section is penalized when the solution of a rear engine in the plane of vertical symmetry of the aircraft is considered: - penalized in complexity of installation;
• the invention proposes a new arrangement of a fuselage rear part incorporating a propulsion assembly whose installation is simplified.
• the aircraft according to the invention comprises, in a known manner, a fuselage, for example a fuselage of elongate shape along a longitudinal axis X of the plane oriented positively towards the front of the airplane, at least one wing fixed to the fuselage between the front end and the rear end of the fuselage itself having a substantially cylindrical central portion and a rear evolutionary portion, connecting to the central portion at a connecting section, on which is fixed a vertical empennage and a set propulsion.
• the rear part of the fuselage is of flattened shape and the or reactors of the propulsion unit are fixed above the fuselage in the rear part of flattened shape and partially inside the following fuselage a semi-buried configuration.
• cod tail The flattened shape, called cod tail, is such that, at the level of the rear evolutionary part of the fuselage,:
• each section of the fuselage is decreasing towards the rear in the direction of the negative X, so that the rear end of the fuselage forms a trailing edge, in practice a trailing edge of relatively small thickness and advantageously substantially horizontal in a plane and substantially rectilinear reference, of width L strictly greater than the maximum width of the connecting section;
• the maximum width of each section of the fuselage increases continuously, that is to say that it is monotonically increasing, towards the rear towards the negative X from the maximum width of the connecting section to the maximum width L greater than at the maximum width of the connecting section;
• the rear reactors or reactors of the rear propulsion system are preferably located, in the longitudinal direction, in an area of the rear part of the fuselage of substantially maximum width;
• the longitudinal axis of the at least one rear reactor, substantially parallel to the longitudinal axis X, is in a preferred embodiment located, at the air inlet of the rear reactor, above the central portion of the fuselage;
• the lower part of the rear reactor or reactors at a maximum diameter of the rear reactor, is partially inside the fuselage and an upper part of the reactor is above the fuselage in the semi-buried configuration.
• the nacelle of the at least one rear engine connects laterally to the fuselage on each side of the nacelle so that the fuselage has a flattened zone extending from each side of the basket.
• the rear reactor is arranged in the longitudinal direction of the aircraft so that a front end of the rear engine is located behind a sealed rear bottom of a fuselage cabin.
• the rear part of the fuselage comprises on each side of the rear propulsion unit a fuselage hinge articulated on the fuselage about a substantially horizontal axis in an aircraft mark and whose edge leak corresponds to the end of the fuselage.
• the vertical stabilizer comprises two substantially vertical fins attached to the rear fuselage advantageously forward of the fuselage control surfaces to avoid mechanical interference between the fuselage control surfaces and the fins and their control surfaces. direction, each drift being secured to the fuselage on an edge, respectively right and left of the aircraft, the rear part of the fuselage, for example in an area corresponding substantially to the maximum width zone L to limit the risk of interference with the installation of the propulsion system.
• the side rails of the fins are arranged in the longitudinal direction X on the rear part of the fuselage relative to the rear reactors. so that the spars are outside the jet debris projection areas of the reactors.
• a mobile structure of the rear part of the fuselage comprises at least one retracted position in which said movable structure is located inside the body.
• rear part of the fuselage so as not to penalize the aerodynamics of the aircraft in cruising flight condition and comprises at least one outward position in which the mobile structure forms an extension towards the rear of the trailing edge of the fuselage at its rear end , substantially in a horizontal plane of an aircraft mark and under the rear propulsion unit.
• the mobile structure is advantageously extending along a span substantially corresponding to a distance separating the fuselage control surfaces.
• the mobile structure creates a sound reflective screen which prevents the propagation of the noise emitted by the nozzle of the reactor (s) downwards, thus towards the ground during altitude flight phases in particular.
• the fuselage comprises behind a cabin rear bottom such as a sealed bottom of a pressurized cabin, strong frames to take the different efforts introduced into the fuselage .
• the said strong frames include drift frames arranged to take the forces introduced into the fuselage by the side rails.
• the said strong frames comprise engine frames which are each provided in their upper part with a bow having an opening having substantially the dimensions of the air inlet of the rear reactors to avoid interference between the structure of the arches and the air inlet of the reactor (s).
• the motor frames are preferably arranged in front of the reactor rear and are of sufficient structural strength to take the forces introduced into the structure of the fuselage by the rear engine.
• all or part of the strong frames is preferably made in two parts juxtaposed according to a so-called "fail-safe" design.
• the rear part of the fuselage also preferably comprises two longitudinal ribs, substantially in a vertical plane in a plane marker, integral with at least one strong frame and extending rearward, cantilevered a strong rear frame , substantially to the rear end of the fuselage. These ribs delimit between them under the rear reactors or reactors an unobstructed maintenance shaft through which a rear reactor can be deposited by gravity to facilitate the removal or mounting of the reactor during a maintenance operation.
• the well comprises movable hatches ensuring in the closed position the aerodynamic continuity of the lower part of the rear part of the fuselage.
• the mobile structure advantageously comprises, in response to the different types of maintenance operation, a first retracted position in which it is located under the propulsion assembly in the maintenance well zone and a second retracted position, in which the mobile structure is advanced by relative to the first retracted position, in which it is located in front of the propulsion unit and releases the maintenance shaft.
• a last frame or rear frame has two outer portions secured to the longitudinal ribs on the opposite side to the maintenance well.
• each rudder is hinged to the outer portion of the frame. rear of the side where the rudder is located.
• the rear engine or reactors comprises a nacelle which ensures the aerodynamic internal and external forms of the propulsion unit.
• a nacelle which ensures the aerodynamic internal and external forms of the propulsion unit.
• sub-assemblies forming movable covers are articulated at the level of the structural beam.
• the aircraft comprises a reactor of a first model on each side of the aircraft fixed under the wing and comprises a rear engine of the rear propulsion unit of a second model having a reference thrust substantially greater than that of the first model in order to reduce the thrust required by the first model of the engines and to reduce the level of noise emitted by the engines under the wing and to reduce the height of the fuselage above the ground when the aircraft is on the ground for a given ground clearance of the engines due to a smaller diameter of the engines under the wing.
• FIG. 1 an overall perspective view of an example of an airplane according to the invention
• Figures 2a to 2c profile views (Figure 2a), from above ( Figure 2b), front ( Figure 2c) of the aircraft of Figure 1;
• Figures 3a to 3d side views ( Figure 3a), from the rear ( Figure 3b), from above ( Figure 3c) and from below ( Figure 3d) of the rear end of the fuselage of the aircraft of Figures 1 and 2;
• Figures 4a and 4b are perspective views respectively from the front and from the rear of the rear end of the fuselage of the aircraft of Figures 1 and 2;
• Figures 5a and 5b are cutaway views of the rear portion of the aircraft of Figure 1;
• Figures 6a and 6b are perspective views of the rear portion of the fuselage with open rear pod covers;
• Figure 7a a cutaway perspective view of the rear portion with the rear movable structure in the retracted position;
• Figure 7b a top view of the rear portion with the rear structure in the extended position and mounting the directions of the radiation of the rear engine noise.
• an aircraft 1 As illustrated by way of nonlimiting example in FIG. 1 in perspective and in FIGS. 2a to 2c according to various views in projection, an aircraft 1 according to the invention comprises an elongate fuselage 2, a wing 3 attached to the fuselage and a tail vertical 4 attached to the fuselage on a part of the fuselage 2 located substantially behind the wing 3.
• the aircraft 1 is, for the purposes of the description, associated with an airplane reference defined by:
• an axis X corresponding to a longitudinal axis of the aircraft 1 and the fuselage 2, oriented positively towards the front of the aircraft in the direction of the flight;
• the elongated fuselage 2 comprises a substantially cylindrical central portion 21, for example of circular cross-section or multilobal section or elliptical section, and in front of said central portion a forward evolutionary portion 22 in which there is generally a cockpit and at the rear a rear evolutionary portion 23 on which is fixed the vertical tail 4.
• the wing 3 is fixed to the fuselage 2 in a lower part of the fuselage, as in the illustrations of Figures 1 and 2, or well is fixed in an upper part of the fuselage or in an intermediate height position, solutions not shown.
• the propulsion reactors 5 are attached to the wing.
• the geometry of the rear evolutionary portion 23 of the fuselage 2 corresponds to a shape gradually flattening towards the rear.
• the maximum heights of the sections decrease continuously from a section before 231, said connecting section, which represents the geometric rear limit of the central portion 21, to a rear end 25 of the fuselage at which the height is substantially zero, in practice the thickness of a trailing edge aerodynamic steering as it will be understood later in the presentation.
• the evolution of the height of the sections is such that the lower portion of the rear evolutive portion 23 of the fuselage rises more rapidly than does the upper part of said rearward evolutionary portion as can be seen in FIG. 2a leading to a portion relatively higher, compared to the lower form, in the extension of the upper part of the central portion 21 of the fuselage.
• the widths of the sections of the rear evolutive portion 23 of the fuselage increase continuously from the front section.
• the term increases continuously here is to be considered in a general sense, ie that said local maximum width increases or remains constant so that the maximum width in this rear portion follows a law of increasing monotonous variation.
• the shape of the rear part is such that the maximum width of the fuselage in this part can be kept constant over a distance along X more or less important.
• the maximum width of the rear portion 23 is substantially constant firstly in a front area of said rear portion rear of the front section 231 connection and secondly in a rear area of said rear portion on the side of the end 25 of greater width.
• the fuselage Near the rear end 25 of the fuselage 2, ie in the zone ending with a substantially zero height, the fuselage thus has a width L greater than the maximum width of the fuselage 2 of the aircraft 1 in the part central, giving it a shape called cod tail.
• Said cod tail shape is characterized in particular by a relatively flat upper zone whose detailed characteristics will be explained later in the description.
• a rear propulsion unit 50 is arranged above the fuselage in the rear evolutionary portion 23 corresponding to the relatively flat upper zone.
• the rear propulsion unit 50 comprises a rear reactor 51 of longitudinal axis 56 substantially in the vertical plane of symmetry XZ of the fuselage 2.
• the rear reactor 51 is placed in height above the fuselage so that, at a maximum diameter of the reactor, in practice the diameter of an air inlet fan casing of a double flow reactor, a center of the reactor's air inlet is above the top of the the central portion 21 of the fuselage and preferably such that a lower portion of the reactor is located inside the rear portion 23 of the fuselage in a so-called partially buried configuration.
• a lower part of the reactor 51 is located below the upper surface of the rear part of the fuselage.
• the upper surface of the rear portion 23 of the fuselage comprises a recessed portion 52, forming a surface extending the air inlet, said channel upstream air inlet, located in the continuity of the lower part of the air inlet which is buried in the fuselage.
• Such an upstream duct air inlet substantially corresponds to the intersection of a cylindrical surface with the volume of the rear part of the fuselage 23.
• the reactor 51 is arranged on the rear part 23 of the fuselage so that a rear end of said reactor is located behind the rear end of the fuselage, for example with an overtaking reactor 51 behind the rear end 25 of the fuselage corresponding to all or part of an outlet nozzle 59 of the reactor.
• the propulsion unit 50 also comprises a rear nacelle 53 which surrounds the rear reactor 51 for the part of said rear reactor which is not buried, visible in particular in Figures 3a to 3c.
• the rear nacelle 53 provides, in a manner similar to a conventional annular nacelle, the quality of the aerodynamic flows, passing through the reactor, downstream and upstream of the reactor itself, in particular at the level of the air inlet and the nozzle. , and the quality of the external flows around said rear pod.
• the forms of the rear pod 53 which is less than the width of the fuselage in the area of said pod, are connected to the upper surface of the rear part 23 of the fuselage to ensure the aerodynamic continuity of said surfaces which extend laterally on each side of the basket.
• connection forms are in practice elaborated by numerical methods and / or experimental methods to minimize the aerodynamic drag of the aircraft, general objective of the aircraft designers, but also in the present case to guarantee a healthy aerodynamic flow. on parts of the rear fuselage 23 located on each side of the rear pod 53 in the different flight configurations of the aircraft and the different operating regimes of the rear engine 51.
• the rear end 25 forms a trailing edge, substantially rectilinear and wide. L, of the rear part 23 of the fuselage resulting from the convergence of the substantially flat upper surface in a rear part, outside the nacelle 53, of the rear part 23 of the fuselage and the also substantially flat bottom surface of said rear part close to the rear end of the fuselage.
• Each fuselage surface 6a, 6b is hinged in its front portion about a substantially horizontal axis so as to allow control of the aircraft about a pitch axis parallel to the Y direction.
• the vertical empennage 4 comprises two substantially vertical fins 41a, 41b attached to the fuselage, one on each side of the rear portion 23, located near the rear end 25 but in front of the fuselage control surfaces 6a, 6b.
• the longitudinal position of the fins 41a, 41b is sufficiently advanced that on the one hand the interference between the fuselage control surfaces 6a, 6b and the fins 41a, 41b are avoided and that on the other hand the drifts 41a, 41b are outside the areas of possible projection of engine debris.
• each fin 41a, 41b has an upper fin 411a, 411b of vertical upward extension and preferably, as in the example of the aircraft illustrations, has a lower fin 412a, 412b, of vertical extension towards the bottom, limited so as not to introduce an annoying constraint on a maximum nose-up attitude of the aircraft on the ground.
• FIGS. 5a and 5b show cutaway views of the fuselage rear portion 23 in which the fuselage cladding panels, fins 41a, 41b, and rear pod 53 are not shown so that only main internal elements of the structure are represented.
• the rear background 232 corresponds for example to a rear limit of extension of a pressurized cabin in the fuselage. As illustrated in FIGS. 5a and 5b by the shape of the rear bottom 232, the maximum height of which is substantially reduced with respect to the maximum width, said rear bottom is located behind the connection section 231, in the rearward rearward portion. 23 of the fuselage.
• This retracted position of the rear sealed bottom 232 is possible precisely because of the shape of the rear part 23 of the fuselage of the aircraft of the invention and the position of the rear propulsion unit 50 behind said rear waterproof bottom, c that is, a front end of the rear reactor 51 is located behind the sealed rear bottom 232, which makes it possible to maintain a substantially constant width of a cabin floor with a usable cabin height in a rearward position than in the case of a fuselage having a conventional rear cone while ensuring that the volumes of the pressurized cabin in front of the sealed rear bottom 232 are out of the rear reactor burst areas in which engine debris can be projected.
• the shape of the rear sealed bottom 232 also has an upper notch corresponding to the local shape of the upstream air inlet channel 52 which in this example extends to the front of said rear bottom.
• the rear part 23 of the fuselage comprises intermediate frames ensuring the shape of the fuselage including strong frames 62, 63.
• the strong frames 62, 63 of said rear part perform particular functions.
• a family of strong frames 62 is used to take up the forces of the fins 41a, 41b of the vertical tail.
• the corresponding strong frames 62 are mainly frames at the front longitudinal members 42a, 42b and rear 43a, 43b of the fins.
• a family of strong frames 63 said engine frames, at least two in number and located in front of the rear reactor 50, is used to maintain said rear reactor.
• Each motor frame 63 has a hoop 631 projecting above said frame.
• a beam 632 is secured to the hoops 631 in their upper parts and extends cantilevered backwards for a distance substantially corresponding to the rearmost part of the rear pod 53.
• the beam 632 is thus above the reactor 51 which is fixed suspended under said beam, advantageously by a conventional method by means of CORE-type fasteners at the reactor gas generator and or FAN-type fasteners. level of the reactor blower housing.
• the shapes and dimensions of the arches 631 also ensure the clearance of the air inlet upstream of the rear reactor 51 bypassing the vein of the reactor air inlet.
• the beam 632 and the motor frames 63 are made according to a structural design called "fail safe", each structural element being made in two parts juxtaposed for bearing to the failure of one of said two parts.
• the rear frame 61 is in practice formed of two half-rear frames
• the rear half-frames 61a, 61b are integral with outer faces of longitudinal ribs 64a, respectively 64b, and said ribs determine between inner faces of said ribs the maintenance shaft 54 through which the rear reactor 51 can be lowered or mounted during removal or assembly operations.
• the longitudinal ribs 64a, 64b are held integral with strong frames 62, 63 and are continued rearward cantilevered behind a strong rear frame, corresponding to the rearmost of the strong frames, so as to transmit the forces of the rear half-frames 61a, 61b on which articulate the fuselage control surfaces 6a, 6b.
• the nacelle 53 comprises, at least behind an air inlet structure 531 and a reactor outlet nozzle structure 534, movable covers 532, 533.
• the movable covers 532, 533 are preferably articulated at the level of the beam 632 so that they can be read during maintenance operations.
• movable doors 233 for example articulated to the said longitudinal ribs close, in a first so-called closed position, FIG. 3d, the maintenance well 54 and ensure the aerodynamic continuity of the fuselage and, in a second so-called open position, FIG. 6b, releases the maintenance well allowing the passage of the motor between the positions 51 and 51 'of the engine illustrated in Figure 6a or allow access from below the lower parts of the engine, in particular for operations that can not be performed without this access.
• a retractable structure 55 is arranged movable in the rear part of the fuselage 23.
• the retractable structure 55 is of a width substantially equal to the distance separating the longitudinal ribs 64a, 64b, that is to say the width of the maintenance shaft 54 and can take at least two positions.
• the retractable structure 55 In a first position, called retracted, FIG. 7a, the retractable structure 55 is situated inside the fuselage and in a second position, called the exit, the said retractable structure extends behind the rear end of the fuselage, more precisely substantially horizontally and under the rear reactor 51 as shown in Figure 7b in top view.
• the retractable structure 55 is for example guided by lateral guide rails 551.
• the retractable structure 55 is situated under the rear reactor 51, at the level of the maintenance well 54, in a first retracted position which allows, where appropriate, an operator performing a maintenance task on the engine work with improved security especially when the mobile flaps 233 are open.
• said retractable structure also comprises at least a second retracted position in which the maintenance shaft remains clear for the mounting and removal operations of the rear reactor 51 and for access to lower parts of the reactor.
• a second retracted position is obtained when the retractable structure 55 is in an advanced position in a space between the maintenance well 54 and the rear sealing base 232, advanced position which is made accessible by the extending the lateral guide rails 551 towards said rear sealed bottom as shown in FIG. 7a
• the combination of a tail tail fuselage and a rear engine makes it possible to make an aircraft with a non-pressurized fuselage rear end of limited length and a reactor that remains accessible and easily removable for maintenance operations.
• the partially buried engine allows for more compact structures and therefore lighter and reduce the wet surface of the nacelle and therefore the aerodynamic drag.
• the noise emitted by the rear reactor 51 is masked in the front part of the air inlet side by the fuselage due to the flattened shape of the top of the fuselage in the area of the air intake and therefore that the reactor is partially buried in the fuselage and the noise emitted, materialized by diffusion directions 57 in Figure 7b, in the rear part of the side of the reactor nozzle is hidden by the retractable structure 55 movable backwards when it is placed in the out position when the aircraft is close to the ground.
• the aircraft of the invention proves less noisy for a given total thrust than a conventional aircraft.
• the rear engine is of the same model as the other engines of the aircraft mounted under wing to provide a maximum community of the propulsion system.
• the rear propulsion unit comprises a thrust reactor that is greater than that of the engines under the wing of the aircraft, which improves the aircraft according to the invention acoustically by reducing the necessary thrust of the aircraft.
• engines under the wing engines not benefiting from the acoustic mask of the fuselage and also allows reduced possible size of the engines under the wing to reduce the height of the landing gear of the aircraft and therefore their masses.
• the rear propulsion unit comprises two reactors arranged side by side, the dimensions of the fuselage, in particular the width, and the motor frames are then adapted to this configuration.

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• 2009
  • 2009-03-12 FR FR0951561A patent/FR2943039B1/fr not_active Expired - Fee Related
• 2010
  • 2010-03-12 US US13/255,720 patent/US8651414B2/en not_active Expired - Fee Related
  • 2010-03-12 RU RU2011141267/11A patent/RU2522539C2/ru not_active IP Right Cessation
  • 2010-03-12 EP EP10716387A patent/EP2406133B1/de not_active Not-in-force
  • 2010-03-12 BR BRPI1008978A patent/BRPI1008978A2/pt not_active IP Right Cessation
  • 2010-03-12 WO PCT/FR2010/050437 patent/WO2010103252A1/fr active Application Filing
  • 2010-03-12 CA CA2755158A patent/CA2755158A1/fr not_active Abandoned
  • 2010-03-12 CN CN201080018111.5A patent/CN102414083B/zh not_active Expired - Fee Related

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